Thermal management system

Abstract

The application discloses a heat management system, which comprises a cooling liquid system, the cooling liquid system comprising a first valve structure and a plurality of fluid branches, the first valve structure having at least eleven valve ports, the fluid branches comprising a first branch communicating at least two valve ports, a second branch capable of heat exchange with a power battery pack, a third branch capable of heat exchange with a driving motor set, a fourth branch capable of heat exchange with a passenger cabin and a fifth branch, the first branch, the second branch, the fourth branch and the fifth branch all being communicated between corresponding two valve ports, the third branch comprising a bypass branch, a motor heat exchange branch and a first branch capable of heat exchange with an external environment, one end of the first branch being communicated with one valve port, one end of the bypass branch being communicated with one valve port, the other end of the first branch and the other end of the bypass branch both being communicated with one valve port through the motor heat exchange branch, and the heat management system is beneficial to simplifying the structure.

Description

Technical Field

[0001] This invention relates to the field of fluid control, and more specifically to a fluid control component and thermal management system for automotive or energy storage applications. Background Technology

[0002] With the development of vehicles, thermal management systems require more and more temperature management modes. Existing thermal management systems need to be equipped with multiple valve components to meet multiple temperature management modes, resulting in a complex structure. Summary of the Invention

[0003] Based on this, the technical solution of this application provides a thermal management system that helps to simplify the structure of the thermal management system.

[0004] This application provides a thermal management system, which includes a coolant system. The coolant system includes a first valve structure and multiple fluid branches. The first valve structure has at least eleven valve ports. The fluid branches include a first branch connecting at least two valve ports, a second branch capable of exchanging heat with a power battery pack, a third branch capable of exchanging heat with a drive motor, a fourth branch capable of exchanging heat with the passenger cabin, and a fifth branch. The first, second, fourth, and fifth branches are all connected between corresponding two valve ports. The third branch includes a bypass branch, a motor heat exchange branch, and a first branch capable of exchanging heat with the external environment. One end of the first branch is connected to one of the valve ports, one end of the bypass branch is connected to one of the valve ports, and the other ends of the first branch and the bypass branch are both connected to one of the valve ports through the motor heat exchange branch.

[0005] According to the thermal management system provided in this application, the first valve structure has at least eleven valve ports, and the coolant system includes at least five fluid branches. The third branch includes a bypass branch, a motor heat exchange branch, and a first branch, so that the at least five fluid branches of the coolant system can be connected to the at least eleven valve ports of the first valve structure. The flow path of the at least five fluid branches can be controlled through the first valve structure. Compared with setting multiple valve components to achieve multiple flow path relationships, the thermal management system in this embodiment of the invention has a simple structure. By setting the bypass branch and the first branch to be connected to the motor heat exchange branch, it is convenient to control the fluid to interact with the motor heat exchange branch through one of the bypass branch and the first branch through the first valve structure, which is convenient to realize multiple functional modes of the thermal management system according to the requirements. Attached Figure Description

[0006] Figure 1 This is a schematic diagram of the connection frame of a thermal management system provided in an embodiment of the present invention, in which the first valve structure is in the first working mode;

[0007] Figure 2 yes Figure 1 The diagram shows the connection frame of the thermal management system provided in the diagram, where the first valve structure is in the second working mode.

[0008] Figure 3 yes Figure 1 The diagram shows the connection frame of the thermal management system provided in the diagram, where the first valve structure is in the third working mode.

[0009] Figure 4 yes Figure 1 The diagram shows the connection frame of the thermal management system provided in the diagram, where the first valve structure is in the fourth working mode.

[0010] Figure 5 yes Figure 1 The diagram shows the connection frame of the thermal management system provided in the diagram, where the first valve structure is in the fifth working mode.

[0011] Figure 6 yes Figure 1 The diagram shows the connection frame of the thermal management system provided in the diagram, where the first valve structure is in the sixth working mode.

[0012] Figure 7 This is a schematic diagram of the connection frame of a thermal management system provided in another embodiment of the present invention, in which the first valve structure is in the seventh working mode;

[0013] Figure 8 yes Figure 7 The diagram shows the connection frame of the thermal management system provided in the diagram, where the first valve structure is in the first working mode.

[0014] Figure 9 yes Figure 7 The diagram shows the connection frame of the thermal management system provided in the diagram, where the first valve structure is in the second working mode.

[0015] Figure 10 yes Figure 7 The diagram shows the connection frame of the thermal management system provided in the diagram, where the first valve structure is in the third working mode.

[0016] Figure 11 yes Figure 7 The diagram shows the connection frame of the thermal management system provided in the diagram, where the first valve structure is in the fifth working mode.

[0017] Figure 12 yes Figure 7 The diagram shows the connection frame of the thermal management system provided, where the first valve structure is in the fourth working mode.

[0018] Figure label:

[0019] 1. Thermal management system; 100. Coolant system; 200. Refrigerant system; 300. Fluid branch; 10. First valve structure; 101. First valve core assembly; 102. Valve port; 11. First valve port; 12. Second valve port; 13. Third valve port; 14. Fourth valve port; 15. Fifth valve port; 16. Sixth valve port; 17. Seventh valve port; 18. Eighth valve port; 19. Ninth valve port; 110. Tenth valve port; 11. Eleventh valve port; 20. First branch; 30. Second branch; 31. Third pump assembly; 32. Battery heat exchanger; 40. Third branch; 41. Bypass branch; 42. Motor heat exchanger branch; 421. Motor heat exchanger; 43. First branch; 431. Outdoor heat exchanger; 50. Fourth branch; 51. First cabin heat exchanger; 52. First port; 53. Second port; 54. Second branch; 55. Third branch ; 551, First pump assembly; 56, Fourth branch; 561, First one-way valve structure; 57, Second valve structure; 571, Second interface 1; 572, Second interface 2; 573, Second interface 3; 60, Fifth branch; 61, Second cabin heat exchanger; 62, Third port; 63, Fourth port; 64, Fifth branch; 65, Sixth branch; 651, Second pump assembly; 66, Seventh branch; 661, Second one-way valve structure; 67, Third valve structure; 671, Third interface 1; 672, Third interface 2; 673, Third interface 3; 71, Condenser; 711, First flow channel; 712, Second flow channel; 72, Evaporator; 721, Third flow channel; 722, Fourth flow channel; 200, Refrigerant system; 81, Compressor; 82, Receiver; 83, First refrigerant valve; 84, Second refrigerant valve; 85, Intermediate heat exchanger. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments will be further described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0021] like Figures 1 to 5 As shown, this embodiment of the invention provides a thermal management system 1. The thermal management device provided in this embodiment of the invention can be applied to the thermal management system 1. The thermal management system 1 can be a vehicle thermal management system 1, such as a new energy vehicle thermal management system 1.

[0022] As the functional requirements of the thermal management system 1 increase, the number of structural components requiring heat exchange and the heat exchange modes that need to be met gradually increase. For example, in new energy vehicles, it is necessary to heat or cool the passenger compartment, and in some cases, it is also necessary to heat or cool the drive motor unit. At the same time, reducing the energy consumption of the thermal management system 1 during operation is also an urgent technical problem to be solved.

[0023] To improve the above problems, embodiments of the present invention provide a thermal management system 1, which includes a coolant system 100 and a refrigerant system 200. The coolant system 100 includes multiple heat exchangers, which are capable of exchanging heat with the heat exchange elements. The fluid in the coolant system 100 and the fluid in the refrigerant system 200 can exchange heat, so that the fluid in the coolant system 100 can exchange heat with the heat exchange elements in the multiple fluid branches.

[0024] This invention provides a thermal management system 1, in which a coolant system 100 includes a first valve structure 10 and multiple fluid branches 300. The first valve structure 10 is capable of controlling the flow paths of the multiple fluid branches 300.

[0025] The first valve structure 10 has at least eleven valve ports 102, and the fluid branch 300 includes a first branch 20, a second branch 30, a third branch 40, a fourth branch 50, and a fifth branch 60. The first branch 20 is connected to at least two valve ports 102. The second branch 30 can exchange heat with the power battery pack. The third branch 40 can exchange heat with the drive motor pack. The fourth branch 50 and the fifth branch 60 can both exchange heat with the passenger cabin. For example, the fourth branch 50 can heat the passenger cabin, and the fifth branch 60 can cool the passenger cabin. The first branch 20, the second branch 30, the fourth branch, and the fifth branch 60 are all connected between corresponding two valve ports 102. The third branch 40 includes a bypass branch 41, a motor heat exchange branch 42, and a first branch 43 capable of exchanging heat with the external environment. One end of the first branch 43 is connected to a valve port 102, one end of the bypass branch 41 is connected to a valve port 102, and the other end of the first branch 43 and the other end of the bypass branch 41 are both connected to a valve port 102 through the motor heat exchange branch 42. With the above configuration, at least five fluid branches 300 of the coolant system 100 can be connected to at least eleven valve ports 102 of the first valve structure 10. The flow path of at least five fluid branches 300 can be controlled by the first valve structure 10. Compared with setting multiple valve components to achieve multiple flow path relationships, the thermal management system structure 1 in this embodiment of the invention is simple. Furthermore, by setting the bypass branch 41 and the first branch 43 to be connected to the motor heat exchange branch 42, it is convenient to control the fluid through the first valve structure 10 to interact with the motor heat exchange branch 42 through one of the bypass branch 41 and the first branch 43, so as to realize multiple functional modes of the thermal management system 1 according to the requirements.

[0026] To further realize the control function of the first valve structure 10 on the flow path, such as Figures 1 to 6As shown, in some embodiments, the first valve structure 10 includes a first valve core assembly 101 and a valve cavity, with a valve port 102 located in the valve cavity, at least a portion of the first valve core assembly 101 located within the valve cavity, and the first valve core assembly 101 being rotatable relative to the valve cavity.

[0027] In at least two preset operating positions of the first valve core assembly 101, the flow patterns of the first branch 20, the second branch 30, the fourth branch 50, and the fifth branch 60 can be the same. In one of the at least two preset operating positions of the first valve core assembly 101, the valve port 102 connected to the bypass branch 41 is open; in the other of the at least two preset operating positions of the first valve core assembly 101, the valve port 102 connected to the bypass branch 41 is closed, and the valve port 102 connected to the first branch 43 is open. This configuration allows for the series connection of either the bypass branch 41 or the first branch 43 with the motor heat exchange branch 42 according to the needs of the thermal management system, thereby improving heat exchange for the motor unit, reducing the heat exchange efficiency of the thermal management system 1, and helping to reduce heat loss in the thermal management system 1.

[0028] In specific implementation, such as Figure 1 and Figure 6 As shown, the flow patterns of the first branch 20, the second branch 30, the fourth branch 50, and the fifth branch 60 can all be the same, which is beneficial for maintaining the heat exchange patterns of other heat exchange branches. For the third branch 40, as... Figure 1 As shown, the first valve core assembly 101 closes the valve port 102 connected to the bypass branch 41, and the first valve core assembly 101 opens the valve port 102 connected to the first branch 43, as shown. Figure 6 As shown, the first valve core assembly 101 connects the valve port 102 that is connected to the bypass branch 41. Under the action of flow resistance, the fluid enters the motor heat exchange branch 42 through the bypass branch 41 almost or entirely. Very little or no fluid flows into the first branch 43, which is beneficial to bypass the first branch 43 through the bypass branch 41, thereby reducing the heat exchange between the first branch 43 and the external environment and improving the thermal efficiency of the thermal management system 1.

[0029] In some embodiments, the first valve structure 10 includes a first valve port 11, a second valve port 12, a third valve port 13, a fourth valve port 14, a fifth valve port 15, a sixth valve port 16, a seventh valve port 17, an eighth valve port 18, a ninth valve port 19, a tenth valve port 110, and an eleventh valve port 111. The third valve port 13 is connected to the eighth valve port 18 via the first branch 20. The second branch 30 includes a battery heat exchanger 32. The first valve port 11 is connected to the tenth valve port 110 via the battery heat exchanger 32. The first branch 43 includes an outdoor heat exchanger 431. The motor heat exchange branch 42 includes a motor heat exchanger 421. The fourth valve port 14 is connected to the seventh valve port 17 via the outdoor heat exchanger 431 and the motor heat exchanger 421. The eleventh valve port 111 is connected to the seventh valve port 17 via the bypass branch 41 and the motor heat exchanger 421. The fourth branch 50 includes a first cabin heat exchanger 51. The ninth valve port 19 is connected to the sixth valve port 16 via the first cabin heat exchanger 51. The fifth branch 60 includes a second cabin heat exchanger 61. The fifth valve port 15 is connected to the second valve port 12 via the second cabin heat exchanger 61. With the above settings, the flow path of the fluid branch 300 of the first valve structure 10 can be controlled. By rotating the first valve core assembly 101, multiple working modes of the thermal management system can be realized, which is beneficial to meeting the heat exchange requirements of the thermal management system.

[0030] In some embodiments, the fourth branch 50 has a first port 52 and a second port 53, the first port 52 being connected to the ninth valve port 19, and the second port 53 being connected to the sixth valve port 16. In this embodiment, the two components are connected; their ports can be directly connected, or they can be connected via a pipe fitting or a connecting block with a flow channel. This embodiment does not impose any limitations.

[0031] The thermal management system 1 also includes a condenser 71, which includes a first flow channel 711 and a second flow channel 712. The first flow channel 711 and the second flow channel 712 are configured for heat transfer, meaning that the fluids flowing in the first flow channel 711 and the second flow channel 712 can exchange heat. The fluid media flowing in the first flow channel 711 and the second flow channel 712 can be different. For example, the first flow channel 711 can be used to flow coolant, and the second flow channel can be used to flow refrigerant. Through heat exchange between the coolant and the refrigerant, the heat exchange requirements of the heat exchange element to be exchanged in the coolant system 100 are met.

[0032] The fourth branch 50 also includes a second branch 54, a third branch 55, and a second valve structure 57. The second branch 54 includes a first cabin heat exchanger 51, which can exchange heat with the cabin ambient temperature, for example, the first cabin heat exchanger 51 can heat the cabin. The third branch 55 includes a first flow channel 711 of a condenser 71.

[0033] To meet the diverse heat exchange requirements of the fourth branch 50, in some embodiments, the second valve structure 57 has a second first interface 571, a second second interface 572, and a second third interface 573. The second first interface 571 can be connected to at least one of the second third interface 573 and the second second interface 572. In this case, the second valve structure 57 can be a three-way valve; specifically, it can be a three-way proportional valve. The second first interface 571 can be an inlet, and the second second interface 572 and the second third interface 573 can be outlets, or both the second second interface 572 and the second third interface 573 can be inlets, and the second first interface 571 can be an outlet. By configuring the second first interface 571 to be connected to at least one of the second third interface 573 and the second second interface 572, it is beneficial to connect or disconnect the second branch 54 and the third branch 55 from other branches.

[0034] In specific implementation, such as Figure 1 As shown, the second third interface 573 of the second valve structure 57 is connected to the sixth valve port 16 through the second port 53, and the second second interface 572 of the second valve structure 57 is connected to one port of the first cabin heat exchanger 51. The second first interface 571 of the second valve structure 57 is connected to the ninth valve port 19 through the first flow channel 711 and the first port 52, and the second first interface 571 of the second valve structure 57 is connected to the other port of the first cabin heat exchanger 51 through the first flow channel 711. At this time, the second second interface 572 and the second third interface 573 can both be inlets, and the second first interface 571 can be an outlet. The second valve structure 57 can be a three-way valve with two inlets and one outlet. With the above settings, the connection relationship of the above three interfaces can be controlled by the second valve structure 57, which facilitates the control of whether the first cabin heat exchanger 51 participates in heat exchange. For example, when there is no heat exchange requirement in the passenger cabin, the second branch 54 can be disconnected by the second valve structure 57 to meet the various functional mode requirements of the thermal management system 1.

[0035] Or, such as Figure 7As shown, one port of the first cabin heat exchanger 51 is connected to the second interface 572 of the second valve structure 57, and the other port of the first cabin heat exchanger 51 is connected to the second interface 571 of the second valve structure 57 through the first flow channel 711. The second port 53 is also connected to the second interface 571 of the second valve structure 57 through the first flow channel 711. The second interface 573 and the first port 52 of the second valve structure 57 are connected to the ninth valve port 19. In this configuration, the second interface 571 of the second valve structure 57 can be an inlet, and the second interface 572 and the second interface 573 can both be outlets. The second valve structure 57 can be a three-way valve with two outlets and one inlet. Through this configuration, the connection relationship of the three interfaces can be controlled by the second valve structure 57, facilitating the control of whether the first cabin heat exchanger 51 participates in heat exchange. For example, when there is no heat exchange requirement in the passenger cabin, the second branch 54 can be disconnected through the second valve structure 57 to meet the various functional modes of the thermal management system 1.

[0036] Furthermore, for instructions on driving fluid flow, please refer to [further details]. Figure 1 and Figure 7 In some embodiments, the third branch 55 further includes a first pump assembly 551, which is arranged in series with the first flow channel 711 of the condenser 71. Optionally, the first pump assembly 551 may be located upstream or downstream of the first flow channel 711 along the fluid flow direction.

[0037] Furthermore, the fourth branch 50 also includes a fourth branch 56, which includes a first one-way valve structure 561. The inlet of the first one-way valve structure 561 is connected to the sixth valve port 16 via the second port 53, and the outlet of the first one-way valve structure 561 is connected to the first port 52 and the ninth valve port 19. This arrangement helps prevent fluid backflow, and the cooperation between the first one-way valve structure 561 and the second valve structure 57 facilitates independent heating of the passenger compartment.

[0038] Further reading Figure 1 In some embodiments, the fifth branch 60 has a third port 62 and a fourth port 63, the third port 62 being connected to the second valve port 12 and the fourth port 63 being connected to the fifth valve port 15.

[0039] To achieve the heat exchange performance of the thermal management system 1, in some embodiments, the thermal management system 1 further includes an evaporator 72, which includes a third flow channel 721 and a fourth flow channel 722. The third flow channel 721 and the fourth flow channel 722 are configured for heat transfer, meaning that the fluids flowing in the third flow channel 721 and the fourth flow channel 722 can exchange heat. The fluid media flowing in the third flow channel 721 and the fourth flow channel 722 can be different. For example, the third flow channel 721 can be used to flow coolant, and the fourth flow channel 722 can be used to flow refrigerant. Through heat exchange between the coolant and the refrigerant, the heat exchange requirements of the heat exchange element to be exchanged in the cooling system 100 are met.

[0040] The fifth branch 60 includes a fifth branch 64, a sixth branch 65, and a third valve structure 67. The fifth branch 64 includes a second cabin heat exchanger 61, which is capable of exchanging heat with the cabin ambient temperature, for example, cooling the cabin. The sixth branch 65 includes a third flow channel 721 of the evaporator 72.

[0041] To meet the diverse heat exchange requirements of the fifth branch 60, in some embodiments, the third valve structure 67 has a third first interface 671, a third second interface 672, and a third third interface 673. The third first interface 671 can be connected to at least one of the third third interface 673 and the third second interface 672. In this case, the third valve structure 67 can be a three-way valve; specifically, it can be a three-way proportional valve. The third first interface 671 can be an inlet, and the third second interface 672 and the third third interface 673 can be outlets, or both the third second interface 672 and the third third interface 673 can be inlets, and the third first interface 671 can be an outlet. By configuring the third first interface 671 to be connected to at least one of the third third interface 673 and the third second interface 672, it is beneficial to connect or disconnect the fifth branch 64 and the sixth branch 65 from other branches.

[0042] In specific implementation, such as Figure 1As shown, the third three-port 673 of the third valve structure 67 is connected to the second valve port 12 via the third port 62. The third two-port 672 of the third valve structure 67 is connected to one port of the second cabin heat exchanger 61. The third one-port 671 of the third valve structure 67 is connected to the fifth valve port 15 via the third flow channel 721 of the evaporator 72, and the third one-port 671 of the third valve structure 67 is connected to the other port of the second cabin heat exchanger 61 via the third flow channel 721 of the evaporator 72. At this time, the third two-port 672 and the third three-port 673 can both be inlets, and the third one-port 671 can be an outlet. The third valve structure 67 can be a three-way valve with two inlets and one outlet. With the above settings, the connection relationship of the above three ports can be controlled by the third valve structure 67, which facilitates the control of whether the second cabin heat exchanger 61 participates in heat exchange. For example, when there is no heat exchange requirement in the passenger cabin, the fifth branch 64 can be disconnected by the third valve structure 67 to meet the various functional mode requirements of the thermal management system 1.

[0043] Or, such as Figure 7 As shown, one port of the second cabin heat exchanger 61 is connected to the third interface 672 of the third valve structure 67, and the other port of the second cabin heat exchanger 61 is connected to the third interface 671 through the third flow channel 721. The fourth port 63 is connected to the third interface 671 of the third valve structure 67 through the third flow channel 721, and the third interface 673 of the third valve structure 67 is connected to the second valve port 12 through the third port 62. At this time, the third interface 671 of the third valve structure 67 can be an inlet, and the third interface 672 and the third interface 673 can both be outlets. The third valve structure 67 can be a three-way valve with two outlets and one inlet. With the above settings, the connection relationship of the above three interfaces can be controlled through the third valve structure 67, which facilitates the control of whether the second cabin heat exchanger 61 participates in heat exchange. For example, when there is no heat exchange requirement in the passenger cabin, the fifth branch 64 can be disconnected through the third valve structure 67 to meet the various functional mode requirements of the thermal management system 1.

[0044] Furthermore, for instructions on driving fluid flow, please refer to [further details]. Figure 1 and Figure 7 In some embodiments, the sixth branch 65 further includes a second pump assembly 651, which is arranged in series with the third flow channel 721. The fifth branch 60 also includes a seventh branch 66, which includes a second one-way valve structure 661. The inlet of the second one-way valve structure 661 is connected to the second valve port 12, and the outlet of the second one-way valve structure 661 is connected to the fourth port 63 and the fifth valve port 15. Optionally, along the fluid flow direction, the second pump assembly 651 may be located upstream or downstream of the third flow channel 721.

[0045] In some embodiments, the thermal management system 1 further includes a refrigerant system 200, which includes a second flow channel 712, a fourth flow channel 722, a compressor 81, a liquid receiver 82, a first refrigerant valve 83, a second refrigerant valve 84, and an intermediate heat exchanger 85. The outlet of the compressor 81 is connected to the inlet of the second flow channel 712, the outlet of the second flow channel 712 is connected to the inlet of the liquid receiver 82, the outlet of the liquid receiver 82 is connected to the inlet of the first refrigerant valve 83 via the intermediate heat exchanger 85, the outlet of the first refrigerant valve 83 is connected to the inlet of the fourth flow channel 722, the outlet of the fourth flow channel 722 is connected to the inlet of the compressor 81 via the intermediate heat exchanger 85, and the outlet of the compressor 81 is connected to the inlet of the intermediate heat exchanger 85 via the second refrigerant valve 84 assembly. This arrangement facilitates the flow of refrigerant and the adjustment of refrigerant temperature and pressure, thereby enabling the thermal management system 1 to meet the heat exchange requirements of the heat exchange elements.

[0046] To drive the fluid and achieve fluid flow, in some embodiments, the second branch 30 further includes a third pump assembly 31, which is arranged in series with the battery heat exchanger 32. Along the fluid flow direction, the third pump assembly 31 can be located upstream or downstream of the battery heat exchanger 32. In this embodiment, the tenth valve port 110 is connected to the battery heat exchanger 32 via the third pump assembly 31, or the first valve port 11 can be connected to the battery heat exchanger 32 via the third pump assembly 31.

[0047] In any operating mode of the thermal management system 1, the first branch 20 connects the eighth valve port 18 and the third valve port 13. This configuration allows the first branch 20 to be connected to or disconnected from other fluid branches, facilitating the implementation of multiple heat exchange modes within the thermal management system 1.

[0048] In some embodiments, the second interface 571 is connected to at least one of the second interface 573 and the second interface 572, and the third interface 671 is connected to at least one of the third interface 673 and the third interface 672. The first valve structure 10 is in one of the following operating modes, wherein the functional modes of the first valve structure 10, the second valve structure 57 and the third valve structure 67 can be combined to meet the requirements of multiple heat exchange functional modes of the thermal management system 1.

[0049] like Figure 1 and Figure 8 As shown, the first valve structure 10 is in the first working mode, the first valve core assembly 101 is in the first working position, the first valve port 11 is connected to the second valve port 12, the third valve port 13 is connected to the fourth valve port 14, the fifth valve port 15 is connected to the tenth valve port 110, the sixth valve port 16 is connected to the seventh valve port 17, the eighth valve port 18 is connected to the ninth valve port 19, and the eleventh valve port is closed.

[0050] like Figure 2 and Figure 9 As shown, the first valve structure 10 is in the second working mode, the first valve core assembly 101 is in the second working position, the first valve port 11 is connected to the second valve port 12, the third valve port 13 is connected to the eighth valve port 18, the fourth valve port 14 is connected to the fifth valve port 15, the sixth valve port 16 is connected to the seventh valve port 17, and the eleventh valve port is closed.

[0051] like Figure 3 and Figure 10 As shown, the first valve structure 10 is in the third working mode, the first valve core assembly 101 is in the third working position, the first valve port 11 is connected to the second valve port 12, the third valve port 13 is connected to the eighth valve port 18, the eleventh valve port 111, the fourth valve port 14 and the fifth valve port 15 are all connected, and the sixth valve port 16 is connected to the seventh valve port 17.

[0052] like Figure 4 and Figure 12 As shown, the first valve structure 10 is in the fourth working mode, the first valve core assembly 101 is in the fourth working position, the first valve port 11 and the sixth valve port 16 are connected, the second valve port 12 and the third valve port 13 are connected, the fourth valve port 14 and the fifth valve port 15 are connected, the seventh valve port 17 and the eighth valve port 18 are connected, the ninth valve port 19 and the tenth valve port 110 are connected, and the eleventh valve port 111 is closed.

[0053] like Figure 5 and Figure 11 As shown, the first valve structure 10 is in the fifth working mode, the first valve core assembly 101 is in the fifth working position, the first valve port 11 and the sixth valve port 16 are connected, the second valve port 12 and the third valve port 13 are connected, the eleventh valve port 111, the fourth valve port 14 and the fifth valve port 15 are all connected, the seventh valve port 17 and the eighth valve port 18 are connected, and the ninth valve port 19 and the tenth valve port 110 are connected.

[0054] like Figure 6 As shown, the first valve structure 10 is in the sixth working mode, the first valve core assembly 101 is in the sixth working position, the first valve port 11 and the second valve port 12 are connected, the third valve port 13, the fourth valve port 14, and the eleventh valve port 111 are all connected, the fifth valve port 15 and the tenth valve port 110 are connected, the sixth valve port 16 and the seventh valve port 17 are connected, and the eighth valve port 18 and the ninth valve port 19 are connected.

[0055] like Figure 7As shown, the first valve structure 10 is in the seventh working mode, the first valve core assembly 101 is in the seventh working position, the first valve port 11 and the tenth valve port 110 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the sixth valve port 16 are connected, the second valve port 12 and the seventh valve port 17 are connected, the eighth valve port 18 and the ninth valve port 19 are connected, and the eleventh valve port 111 is closed.

[0056] The above illustrates various operating modes of the first valve structure 10. It is understood that, with the rotation of the first valve core assembly, the first valve structure 10 can also achieve many other operating modes, which will not be elaborated further. For the thermal management system 1 of this embodiment, please refer to Table 1. The thermal management system has at least one of the following 18 heat exchange modes, hereinafter referred to as... Figure 7 The thermal management system 1 shown in the figure will be used as an example for explanation. Figure 1 The heat exchange mode of the thermal management system 1 shown in the figure is the same as that of the heat management system 1. Figure 7 The heat exchange mode of the thermal management system 1 shown is the same or similar, and will not be described again:

[0057] Table 1 Comparison of Heat Exchange Modes

[0058]

[0059]

[0060] like Figure 7 As shown, when the first valve structure 10 is in the seventh working mode, the first heat exchange mode and the fifth heat exchange mode of the thermal management system can be realized by combining the second valve structure 57 and the third valve structure 67.

[0061] Specifically, in the first heat exchange mode, the electric vehicle can be in a parked state, and the passenger compartment and battery pack can have no heat exchange requirements. In this mode, the second branch 30, which exchanges heat with the power battery pack, can achieve self-circulation through the first valve core assembly 101, and the motor heat exchanger can cool the motor assembly. At this time, the second valve structure 57 connects the second first interface 571 and the second third interface 573, while the second second interface 572 is closed. The third valve structure 67 connects the third first interface 671 and the third second interface 672, while the third third interface 673 is closed. Correspondingly, in the refrigerant system 200, the compressor 81 can be inactive. In this mode, the passenger compartment has no heat exchange requirements, and the battery pack can have no heat exchange requirements, or the second branch 30, which exchanges heat with the power battery pack, can achieve self-circulation through the first valve core assembly 101. The motor heat exchanger 421, condenser 71, and outdoor heat exchanger 431 are connected in series, and in this heat exchange loop, cooling is achieved through the outdoor heat exchanger 431.

[0062] In the fifth heat exchange mode, the electric vehicle can be in a state requiring cooling, for example, the electric vehicle can be in a temperature range of 20℃ to 45℃. The passenger compartment needs cooling, but the battery pack does not require heat exchange. In this mode, the second branch 30, which exchanges heat with the power battery pack, can achieve self-circulation through the first valve core assembly 101, and the motor heat exchanger can cool the motor assembly. At this time, the second valve structure 57 connects the second first interface 571 and the second third interface 573, while the second second interface 572 is closed. The third valve structure 67 connects the third first interface 671 and the third second interface 672, while the third third interface 673 is closed. Correspondingly, in the refrigerant system 200, the compressor 81 can operate, the evaporator 72 and the second passenger compartment heat exchanger can be arranged in series to cool the passenger compartment, and the motor heat exchanger 421, condenser 71, and outdoor heat exchanger 431 are connected in series. In this heat exchange loop, cooling can be achieved through the outdoor heat exchanger 431.

[0063] like Figure 8 As shown, when the first valve structure 10 is in the first working mode, the second valve structure 57 and the third valve structure 67 can respectively realize the second heat exchange mode, the sixth heat exchange mode, the eighth heat exchange mode, the ninth heat exchange mode, the twelfth heat exchange mode and the thirteenth heat exchange mode.

[0064] Specifically, in the second heat exchange mode, the electric vehicle can be in a parked state. At this time, the passenger compartment is not in demand, and the battery pack and motor assembly can provide cooling. In this mode, the second port 571 of the second valve structure 57 is connected to the second port 572, and the second port 572 can be closed. Similarly, the third port 671 and the third port 673 of the third valve structure 67 are connected, and the third port 672 can be closed. When the compressor 81 is operating, the outdoor heat exchanger 431, the motor heat exchanger 421, and the first flow channel 711 of the condenser 71 are arranged in series. The motor heat exchange circuit is cooled by the outdoor heat exchanger, and the evaporator 72 and the battery heat exchanger 32 are connected in series, providing cooling for the battery.

[0065] In the sixth heat exchange mode, the electric vehicle can be in a state requiring cooling, for example, the electric vehicle can be in a state of 20℃~45℃. The second port 571 of the second valve structure 57 is connected to the second port 3, the second port 2 can be closed, the third port 1 671 and the third port 3 673 of the third valve structure 67 are connected, and the third port 1 671 and the third port 2 672 of the third valve structure 67 are connected. The compressor works, the outdoor heat exchanger 431, the motor heat exchanger 421 and the condenser 71 are connected in series, and the outdoor heat exchanger 431 provides cooling; the evaporator 72-second cabin heat exchanger 61 & evaporator 72-battery heat exchanger 32 are connected in series, and the third flow channel 721 of the evaporator 72 provides cooling water to the passenger cabin and battery pack through the proportional adjustment of the third valve structure 67.

[0066] In the eighth heat exchange mode, the electric vehicle can be maintained at 15℃~20℃, requiring cooling and dehumidification. The second valve structure 57's second port 571 is connected to the second port 572, and the third valve structure 67's third port 671 and third port 672 are connected, while the third port 673 is closed. The compressor operates, the condenser 71 and the first cabin heat exchanger 51 are connected in series to supplement heat to the passenger compartment; the battery is self-circulating for cooling; the outdoor heat exchanger 431, the motor heat exchanger 421, and the condenser 71 are connected in series, cooled by the outdoor heat exchanger 431. The evaporator 72 and the second cabin heat exchanger 61 are connected in series to cool the passenger compartment.

[0067] In the ninth heat exchange mode, the electric vehicle can be maintained at 15℃~20℃, requiring cooling and dehumidification. The passenger compartment is cooled, dehumidified, and reheated; the battery pack is cooled; and the motor assembly is cooled via the outdoor heat exchanger 431. At this time, the second valve structure 57's second port 571 and second port 572 are connected, and the third valve structure 67's third port 671 and third port 672 are connected, as are the third port 671 and third port 673. The compressor operates, and the condenser 71 and the first passenger compartment heat exchanger 51 are connected in series to reheat the passenger compartment. The outdoor heat exchanger 431, motor heat exchanger 421, and condenser 71 are connected in series, and the motor assembly is cooled via the outdoor heat exchanger 431. The evaporator 72, the second passenger compartment heat exchanger 61, and the battery heat exchanger 32 are connected in series, and the proportional adjustment function of the third valve structure 67 cools the passenger compartment and the battery.

[0068] In the twelfth heat exchange mode, the electric vehicle can be maintained at 5℃~15℃, requiring heating and dehumidification. The passenger compartment is heated and dehumidified, the battery is forcibly cooled, and waste heat is recovered from the motor assembly. At this time, the second valve structure 57's second port 571 and second port 572 are connected, and the third valve structure 67's third port 671 and third port 672 are connected, as are the third port 671 and third port 673. The compressor operates, and the condenser 71 and the first passenger compartment heat exchanger 51 are connected in series to heat the passenger compartment. The evaporator 72 and the second passenger compartment heat exchanger 61 are connected in series to dehumidify the passenger compartment. The battery heat exchanger 32 and the evaporator 72 are connected in series to cool the battery pack. The outdoor heat exchanger 431, the motor heat exchanger 421, and the condenser 71 are connected in series, dissipating heat through the outdoor heat exchanger 431.

[0069] In the thirteenth heat exchange mode, the electric vehicle can be maintained at 5℃~15℃, requiring heating and dehumidification. The passenger compartment is heated and dehumidified, the battery is forcibly cooled, the motor is cooled, and the passenger compartment has excess heat. At this time, the second valve structure 57's second port 571 is connected to the second port 572, and the third valve structure 67's third port 671 and third port 672 are connected, as are the third port 671 and third port 673. The compressor operates, and the condenser 71 and the first passenger compartment heat exchanger 51 are connected in series to heat the passenger compartment. The evaporator 72 and the second passenger compartment heat exchanger 61 are connected in series to dehumidify the passenger compartment. The battery heat exchanger 32 and the evaporator 72 are connected in series to cool the battery. The outdoor heat exchanger 431, the motor heat exchanger 421, and the condenser 71 are connected in series, dissipating heat through the outdoor heat exchanger 431. Excess heat from the passenger compartment is dissipated through the outdoor heat exchanger 431 via proportional adjustment of the second valve structure 57.

[0070] like Figure 9 and Figure 10 As shown, the first valve structure 10 is in the second working mode or the third working mode. By proportional adjustment through the proportional three-way valve, the third heat exchange mode and the sixteenth heat exchange mode can be realized respectively.

[0071] Specifically, in the third heat exchange mode, the electric vehicle can be in a parked state. The passenger compartment is not in use, and the battery pack and motor assembly are cooled via the outdoor heat exchanger 431. The second valve structure 57's second port 571 and second port 572 are connected, while the second port 573 can be closed. The third valve structure 67's third port 671 and third port 673 are connected, while the third port 672 can be closed. The compressor can be off at this time. The outdoor heat exchanger 431, motor heat exchanger 421, battery heat exchanger 32, and evaporator 72 are connected in series, and the motor assembly and battery pack are cooled via the outdoor heat exchanger 431.

[0072] In the sixteenth heat exchange mode, the electric vehicle can operate at -20℃ to -5℃, and can be in a heating-required state. The passenger compartment is heated, the battery is forcibly cooled and / or waste heat is recovered, and the motor is cooled and / or waste heat is recovered. The second valve structure 57's second port 571 and second port 572 are connected, while the second port 573 can be closed. The third valve structure 67's third port 671 and third port 673 are connected, while the third port 672 can be closed. At this time, the compressor operates, and the condenser 71 and the first passenger compartment heat exchanger 51 are connected in series to heat the passenger compartment. The evaporator 72, motor heat exchanger 421, and battery heat exchanger 32 are connected in series to remove waste heat from the motor and battery to heat the passenger compartment. The outdoor heat exchanger 431 can be bypassed or not as needed.

[0073] like Figure 11 and Figure 12 As shown, the first valve structure 10 is located in the fifth and fourth operating modes. The second valve structure 57 and the third valve structure 67 can respectively realize the fourth, tenth, eleventh, fourteenth, fifteenth, seventeenth, eighteenth and nineteenth heat exchange modes.

[0074] Specifically, in the fourth heat exchange mode, the electric vehicle can be in a parked state. There is no demand in the passenger compartment; the battery is heated, and the motor is cooled. The second port 571 and the second port 573 of the second valve structure 57 are connected, while the second port 572 can be closed. The third port 671 and the third port 673 of the third valve structure 67 are connected, while the third port 672 can be closed. At this time, the compressor operates, and the evaporator 72, the outdoor heat exchanger 431, and the motor heat exchanger 421 are connected in series to absorb ambient and motor waste heat to heat the passenger compartment. The condenser 71 and the battery heat exchanger 32 are connected in series to facilitate battery heating.

[0075] In the tenth heat exchange mode, the electric vehicle can be maintained at 5℃~15℃, requiring heating and dehumidification. The passenger compartment is heated and dehumidified, the battery pack is not in need, and the motor assembly is cooled. The second valve structure 57's second port 571 and second port 572 are connected, while the second port 573 can be closed. The third valve structure 67's third port 671 and third port 673 are connected, while the third port 671 and third port 672 can be connected. The compressor operates, with the condenser 71 and the first passenger compartment heat exchanger 51 connected in series to facilitate heating the passenger compartment. The evaporator 72 and the second passenger compartment heat exchanger 61 are connected in series to facilitate dehumidification of the passenger compartment. The evaporator 72, the outdoor heat exchanger 431, and the motor heat exchanger 421 are connected in series to absorb ambient and motor waste heat to heat the passenger compartment, and the branch containing the battery heat exchanger 32 can achieve self-circulation.

[0076] In the eleventh heat exchange mode, the electric vehicle can be maintained at 5℃~15℃, and the electric vehicle can be in a state requiring heating and dehumidification. The passenger compartment is heated and dehumidified, the battery has no need for heating, the motor is cooled, and the passenger compartment has excess heat. The second valve structure 57's second port 571 and second port 572 are connected, while the second port 573 can be closed. The third valve structure 67's third port 671 and third port 673 are connected, while the third port 671 and third port 672 can be connected. The compressor operates, and the condenser 71 and the first passenger compartment heat exchanger 51 are connected in series to heat the passenger compartment. The evaporator 72 and the second passenger compartment heat exchanger 61 are connected in series to dehumidify the passenger compartment. The evaporator 72, the outdoor heat exchanger 431, and the motor heat exchanger 421 are connected in series to absorb ambient and motor waste heat to heat the passenger compartment. The branch containing the battery heat exchanger 32 is self-circulating. Excess heat in the passenger compartment can be released into the battery circulation loop first, and the battery cooling mode can be switched when the battery temperature becomes too high.

[0077] In the fourteenth heat exchange mode, the electric vehicle can be maintained at 5℃~15℃, requiring heating and dehumidification. The passenger compartment is heated and dehumidified, the battery pack is heated, and the motor assembly is cooled. The second port 571 and the second port 572 of the second valve structure 57 are connected, and the second port 571 and the second port 573 can also be connected. The third port 671 and the third port 673 of the third valve structure 67 are connected, and the third port 672 can be closed. The compressor can operate at this time. The condenser 71 and the first passenger compartment heat exchanger 51 are connected in series to heat the passenger compartment. The evaporator 72 and the second passenger compartment heat exchanger 61 are connected in series to dehumidify the passenger compartment. The evaporator 72, the outdoor heat exchanger 431, and the motor heat exchanger 421 are connected in series to absorb ambient and motor waste heat to heat the passenger compartment. The condenser 71 and the battery heat exchanger 32 are connected in series, and the battery is heated through proportional adjustment via the second valve structure 57.

[0078] In the fifteenth heat exchange mode, the electric vehicle can operate at -20℃ to -5℃, and is in a state requiring heating. The passenger compartment is heated, the battery is not in use, and the motor is cooled and / or waste heat is recovered. The second valve structure 57's second port 571 and second port 572 are connected, while the second port 573 can be closed. The third valve structure 67's third port 671 and third port 673 are connected, while the third port 672 can be closed. The compressor operates, and the condenser 71 and the first passenger compartment heat exchanger 51 are connected in series to heat the passenger compartment. The evaporator 72, the outdoor heat exchanger 431, and the motor heat exchanger 421 are connected in series to absorb ambient and motor waste heat for heating the passenger compartment; the battery pack is not in use.

[0079] In the seventeenth heat exchange mode, the electric vehicle can operate at -20℃ to -5℃, and can be in a state requiring heating. The passenger compartment is heated, the battery is heated, the motor is cooled, and / or waste heat is recovered. The second valve structure 57's second port 571 and second port 572 are connected, as are the second and third ports 573. The third valve structure 67's third port 671 and third port 673 are connected, while the third port 672 can be closed. The compressor operates, and the condenser 71 and the first passenger compartment heat exchanger 51 are connected in series to heat the passenger compartment. The condenser 71 and battery heat exchanger 32 are connected in series, and the temperature entering the battery is controlled by the proportional adjustment of the second valve structure 57, thus heating the battery. The evaporator 72 and motor heat exchanger 421 are connected in series to absorb waste heat from the motor, heating the passenger compartment. When the battery is not in use, the outdoor heat exchanger 431 can be bypassed.

[0080] In the eighteenth heat exchange mode, the electric vehicle can operate at temperatures ranging from -40℃ to -20℃, requiring extremely low temperatures and heating. The passenger compartment is heated, the battery is not in need of heating, waste heat from the motor is recovered, and hot air is bypassed. The second valve structure 57's second port 571 and second port 572 are connected, while the second port 573 is closed. The third valve structure 67's third port 671 and third port 673 are connected, while the third port 672 can be closed. The compressor operates, utilizing the hot air bypass, with the condenser 71 and the first passenger compartment heat exchanger 51 connected in series to heat the passenger compartment. The motor heat exchanger 421 and evaporator 72 are connected in series, utilizing waste heat from the motor to heat the passenger compartment. The battery pack is not in need of heating, and the outdoor heat exchanger 431 is bypassed. The refrigerant side supplements heat to the passenger compartment through the hot air bypass function.

[0081] In the nineteenth heat exchange mode, the electric vehicle can operate at temperatures ranging from -40℃ to -20℃, requiring extremely low temperatures and heating. The passenger compartment is heated, the battery is heated, waste heat from the motor is recovered, and hot air is bypassed. The second valve structure 57's second port 571 and second port 572 are connected, as are the second and third ports 573. The third valve structure 67's third port 671 and third port 673 are connected, while the third port 672 can be closed. The compressor operates, utilizing the hot air bypass. The condenser 71, the first passenger compartment heat exchanger 51, and the battery heat exchanger 32 are connected in series, with the heating of the passenger compartment and battery adjusted proportionally by the second valve structure 57. The evaporator 72 and the motor heat exchanger 421 are connected in series, absorbing waste heat from the motor while simultaneously cooling it.

[0082] By configuring the first valve structure 10, the second valve structure 57, the third valve structure 67, and at least two one-way valve structures in combination, the passenger cabin can be independently cooled or heated, the battery can be heated or cooled, the motor can be cooled and / or waste heat can be recovered, and the battery heat exchanger 32 loop can be self-circulated. The first valve structure has at least eleven valve ports 102, which allows bypassing of the outdoor heat exchanger 431 at low ambient temperatures, reducing heat loss caused by the circuit passing through the outdoor heat exchanger 431 at low temperatures, and improving the energy utilization efficiency of the thermal management device 1 provided in this patent embodiment.

[0083] It should be noted that the above embodiments only illustrate several implementation methods of this application, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the invention patent. It should be pointed out that those skilled in the art can make several modifications without departing from the concept of this invention, and these modifications all fall within the protection scope of this invention.

Claims

1. A thermal management system (1), characterized in that, The thermal management system (1) includes a coolant system (100), which includes a first valve structure (10) and multiple fluid branches (300). The first valve structure (10) has at least eleven valve ports (102). The fluid branches (300) include a first branch (20) connecting at least two valve ports (102), a second branch (30) capable of exchanging heat with the power battery pack, a third branch (40) capable of exchanging heat with the drive motor pack, a fourth branch (50) capable of exchanging heat with the passenger cabin, and a fifth branch (60). The first branch (20) and the second branch (30) are... The fourth branch and the fifth branch (60) are all connected between the two corresponding valve ports (102). The third branch (40) includes a bypass branch (41), a motor heat exchange branch (42), and a first branch (43) that can exchange heat with the external environment. One end of the first branch (43) is connected to one of the valve ports (102), one end of the bypass branch (41) is connected to one of the valve ports (102), and the other end of the first branch (43) and the other end of the bypass branch (41) are both connected to one of the valve ports (102) through the motor heat exchange branch (42).

2. The thermal management system (1) according to claim 1, characterized in that, The first valve structure (10) includes a first valve core assembly (101). In at least two preset working positions of the first valve core assembly (101), the flow patterns of the first branch (20), the second branch (30), the fourth branch (50), and the fifth branch (60) are the same. In one of the at least two preset working positions of the first valve core assembly (101), the first valve core assembly (101) will be connected to the valve port (102) connected to the bypass branch (41). In the other of the at least two preset working positions of the first valve core assembly (101), the first valve core assembly (101) will be closed to the valve port (102) connected to the bypass branch (41). The first valve core assembly (101) will be connected to the valve port (102) connected to the first branch (43).

3. The thermal management system (1) according to claim 1 or 2, characterized in that, The first valve structure (10) includes a first valve port (11), a second valve port (12), a third valve port (13), a fourth valve port (14), a fifth valve port (15), a sixth valve port (16), a seventh valve port (17), an eighth valve port (18), a ninth valve port (19), a tenth valve port (110), and an eleventh valve port (111); The third valve port (13) is connected to the eighth valve port (18) through the first branch (20). The second branch (30) includes a battery heat exchanger (32). The first valve port (11) is connected to the tenth valve port (110) through the battery heat exchanger (32). The first branch (43) includes an outdoor heat exchanger (431). The motor heat exchange branch (42) includes a motor heat exchanger (421). The fourth valve port (14) is connected to the seventh valve port (18) through the outdoor heat exchanger (431) and the motor heat exchanger (421). The valve port (17) is connected, the eleventh valve port (111) is connected to the seventh valve port (17) through the bypass branch (41) and the motor heat exchanger (421), the fourth branch (50) includes the first cabin heat exchanger (51), the ninth valve port (19) is connected to the sixth valve port (16) through the first cabin heat exchanger (51), the fifth branch (60) includes the second cabin heat exchanger (61), and the fifth valve port (15) is connected to the second valve port (12) through the second cabin heat exchanger (61).

4. The thermal management system (1) according to claim 3, characterized in that, The fourth branch (50) has a first port (52) and a second port (53). The first port (52) is connected to the ninth valve port (19), and the second port (53) is connected to the sixth valve port (16). The thermal management system (1) also includes a condenser (71). The condenser (71) includes a first flow channel (711) and a second flow channel (712). The first flow channel (711) and the second flow channel (712) are heat transfer devices. The fourth branch (50) also includes a second branch (54), a third branch (55), and a second valve structure (57). The second branch (54) includes the first cabin heat exchanger (51). The third branch (55) includes the first flow channel (711). The second valve structure (57) has a second first interface (571), a second second interface (572), and a second third interface (573). The second first interface (571) can be connected to at least one of the second third interface (573) and the second second interface (572). The second third port (573) of the second valve structure (57) is connected to the sixth valve port (16), the second second port (572) of the second valve structure (57) is connected to one port of the first cabin heat exchanger (51), the second first port (571) of the second valve structure (57) is connected to the ninth valve port (19) through the first flow channel (711), and the second first port (571) is connected to the other port of the first cabin heat exchanger (51) through the first flow channel (711); or, the second third port (573) of the second valve structure (57) is connected to the sixth valve port (16), the second third port (572) of the second valve structure (57) is connected to one port of the first cabin heat exchanger (51), ...) through the first flow channel (711), and the second third port (572) of the second valve structure (57) is connected to one port of the first cabin heat exchanger (51); or, the second third port (573) of the second valve structure (57) is connected to the sixth valve port (16) through the first flow channel (711). One port of a cabin heat exchanger (51) is connected to the second interface (572) of the second valve structure (57), the other port of the first cabin heat exchanger (51) is connected to the second interface (571) through the first flow channel (711), the second port (53) is connected to the second interface (571) of the second valve structure (57) through the first flow channel (711), and the second interface (573) of the second valve structure (57) is connected to the ninth valve port (19) through the first port (51).

5. The thermal management system (1) according to claim 4, characterized in that, The third branch (55) further includes a first pump assembly (551), which is arranged in series with the condenser (71); The fourth branch (50) further includes a fourth branch (56), which includes a first one-way valve structure (561). The inlet of the first one-way valve structure (561) is connected to the sixth valve port (16), and the outlet of the first one-way valve structure (561) is connected to the first port (52) and the ninth valve port (19).

6. The thermal management system (1) according to claim 5, characterized in that, The fifth branch (60) has a third port (62) and a fourth port (63). The third port (62) is connected to the second valve port (12), and the fourth port (63) is connected to the fifth valve port (15). The thermal management system (1) also includes an evaporator (72). The evaporator (72) includes a third flow channel (721) and a fourth flow channel (722). The third flow channel (721) and the fourth flow channel (722) are configured for heat transfer. The fifth branch (60) includes... The fifth branch (64), the sixth branch (65), and the third valve structure (67) include the second cabin heat exchanger (61), the sixth branch (65) include the third flow channel (721), and the third valve structure (67) has a third first interface (671), a third second interface (672), and a third third interface (673), wherein the third first interface (671) is capable of communicating with at least one of the third third interface (673) and the third second interface (672). The third interface (673) of the third valve structure (67) is connected to the second valve port (12), the third interface (672) of the third valve structure (67) is connected to one port of the second cabin heat exchanger (61), the third interface (671) of the third valve structure (67) is connected to the fifth valve port (15) through the third flow channel (721) of the evaporator (72), and the third interface (671) of the third valve structure (67) is connected to the second cabin heat exchanger (61) through the third flow channel (721) of the evaporator (72). 1) The other port is connected; or, one port of the second cabin heat exchanger (61) is connected to the third second interface (672) of the third valve structure (67), the other port of the second cabin heat exchanger (61) is connected to the third first interface (671) through the third flow channel (721), the fourth port (63) is connected to the third first interface (671) of the third valve structure (67) through the third flow channel (721), and the third third interface (673) of the third valve structure (67) is connected to the second valve port (12) through the third port (62).

7. The thermal management system (1) according to claim 6, characterized in that, The sixth branch (65) further includes a second pump assembly (651), which is arranged in series with the third flow channel (721); The fifth branch (60) also includes a seventh branch (66), which includes a second one-way valve structure (661). The inlet of the second one-way valve structure (661) is connected to the second valve port (12), and the outlet of the second one-way valve structure (661) is connected to the fourth port (63) and the fifth valve port (15).

8. The thermal management system (1) according to claim 7, characterized in that, The thermal management system (1) further includes a refrigerant system (200), which includes a second flow channel (712), a fourth flow channel (722), a compressor (81), a liquid receiver (82), a first refrigerant valve (83), a second refrigerant valve (84), and an intermediate heat exchanger (85). The outlet of the compressor (81) is connected to the inlet of the second flow channel (712), the outlet of the second flow channel (712) is connected to the inlet of the liquid receiver (82), the outlet of the liquid receiver (82) is connected to the inlet of the first refrigerant valve (83) through the intermediate heat exchanger (85), the outlet of the first refrigerant valve (83) is connected to the inlet of the fourth flow channel (722), the outlet of the fourth flow channel (722) is connected to the inlet of the compressor (81) through the intermediate heat exchanger (85), and the outlet of the compressor (81) is connected to the intermediate heat exchanger (85) through the second refrigerant valve (84) assembly.

9. The thermal management system (1) according to any one of claims 3 to 8, characterized in that, The second branch (30) also includes a third pump assembly (31), which is arranged in series with the battery heat exchanger (32); In any operating mode of the thermal management system (1), the first branch (20) connects the eighth valve port (18) and the third valve port (13).

10. The thermal management system (1) according to any one of claims 6 to 8, characterized in that, The second interface (571) is connected to at least one of the second third interface (573) and the second second interface (572), and the third interface (671) is connected to at least one of the third third interface (673) and the third second interface (672). The first valve structure (10) is in one of the following operating modes: In the first working mode, the first valve core assembly (101) is located in the first working position, the first valve port (11) is connected to the second valve port (12), the third valve port (13) is connected to the fourth valve port (14), the fifth valve port (15) is connected to the tenth valve port (110), the sixth valve port (16) is connected to the seventh valve port (17), the eighth valve port (18) is connected to the ninth valve port (19), and the eleventh valve port (111) is closed. In the second working mode, the first valve core assembly (101) is located in the second working position, the first valve port (11) is connected to the second valve port (12), the third valve port (13) is connected to the eighth valve port (18), the fourth valve port (14) is connected to the fifth valve port (15), the sixth valve port (16) is connected to the seventh valve port (17), and the eleventh valve port (111) is closed. In the third working mode, the first valve core assembly (101) is located in the third working position, the first valve port (11) is connected to the second valve port (12), the third valve port (13) is connected to the eighth valve port (18), the eleventh valve port (111), the fourth valve port (14) and the fifth valve port (15) are all connected, and the sixth valve port (16) is connected to the seventh valve port (17). In the fourth working mode, the first valve core assembly (101) is located in the fourth working position, the first valve port (11) and the sixth valve port (16) are connected, the second valve port (12) and the third valve port (13) are connected, the fourth valve port (14) and the fifth valve port (15) are connected, the seventh valve port (17) and the eighth valve port (18) are connected, the ninth valve port (19) and the tenth valve port (110) are connected, and the eleventh valve port (111) is closed; In the fifth working mode, the first valve core assembly (101) is located in the fifth working position, the first valve port (11) and the sixth valve port (16) are connected, the second valve port (12) and the third valve port (13) are connected, the fourth valve port (14) and the fifth valve port (15) are both connected, the seventh valve port (17) and the eighth valve port (18) are connected, the ninth valve port (19) and the tenth valve port (110) are connected, and the eleventh valve port (111) is closed; In the sixth working mode, the first valve core assembly (101) is located in the sixth working position, the first valve port (11) and the second valve port (12) are connected, the third valve port (13) and the fourth valve port (14) and the eleventh valve port (111) are all connected, the fifth valve port (15) and the tenth valve port (110) are connected, the sixth valve port (16) and the seventh valve port (17) are connected, and the eighth valve port (18) and the ninth valve port (19) are connected; In the seventh working mode, the first valve core assembly (101) is located in the seventh working position, the first valve port (11) and the tenth valve port (110) are connected, the third valve port (13) and the fourth valve port (14) are connected, the fifth valve port (15) and the sixth valve port (16) are connected, the second valve port (12) and the seventh valve port (17) are connected, the eighth valve port (18) and the ninth valve port (19) are connected, and the eleventh valve port (111) is closed.

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